Under-way transfer vehicles and system

ABSTRACT

This is a vehicle transfer system to connect a roadway vehicle such as a bus to and from a train either when stopped or moving. It mounts the bus end or ends each on the swivel end of a railway car. The bus end which couples a railway car has wheels that retract to clear from the track. All wheels of the bus are lifted if the bus is supported on a railway car at each end. Automatic couplers are provided to couple to a moving train. If the bus is only supported at the front on a swivel coupling car it can have hi-rail retractable swivel truck wheels lowered to the rails to guide the rear of the bus around sharp tram curves.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. patent applicationSer. No. 12/772,438 filed May 3, 2010, which claims priority of U.S.Provisional Application No. 61/174,517 filed May 1, 2009, which isincorporated herein by reference.

SUMMARY OF THE INVENTION

This invention is for transfer of a moving vehicle to and from anothermoving vehicle.

My present invention improves the depot car to strengthen framingrelative to its weight to make transfer alignments more secure, and toprovide closure and sealing of the transfer opening.

It is an object to load and unload a passenger train or car using a busto connect to the rear of the train. The end car couples and uncouplesthe forward end of the bus on a rear swivel end of the car. The rear ofthe bus if not similarly supported and coupled, as when at the end ofthe train preferably has hi-rail wheels arranged in a retractable swiveltruck biased to align with the rear wheels of the bus but capable ofswiveling on tight tram curves.

It is an object to provide running transfer of a bus, truck, or othermotor vehicle to drive into and out of an open berth in a railway carmoving along a track embedded flush in a roadway and seal the sideopening of the railway car with the bus or enclose the opening withdoors when the railway car is run without the bus.

It is an object to provide a novel center sill for the car with an upperbranch over the bus opening to substantially eliminate buffer forcetorques in the main sill resulting from the offset to one side of centerfor space for the bus.

It is an object to balance the forces in this offset of the sill by abranch of the sill over the opening so that all three lines of sill aresubstantially in one plane to cancel the torque from the offset whentaking buffer forces to 800,000 lb. end load without permanent set.

It is object to split the center sill at the ends of this opening with aheader beam on a slope running diagonally from below the center sill,through the center sill, and to the top of the opening on the open sideto connect the top and bottom parallel branches of the sill at each endof the opening to be clear for a load to be inserted into the openingfrom the open side and bottom of the car.

It is an object to set the headers on a slight slope inward toward eachother at the top to accommodate a vehicle with tapered ends slanting inendward toward the top to seal as viewed from the side and to open a gapat each end of the vehicle as it is set down from the car's opening toclear for exit and entry of the vehicle.

It is an object to provide a transfer vehicle which has simplified allwheel parallel steering to be steered for transfer to or from the movingtrain along the transfer driveway and is controlled to prevent or reducesideway forces on the car resulting from improper steering by the busdriver.

It is an object to simplify selectability of all-wheel parallel steeringand Ackerman steering.

It is an object to provide variations for street railways and masstransit.

It is an object that the bus make the stops to pick up and let offpeople at curbside along a street and put them on and off a tram cartrain in the middle of the street.

It is an object to have the bus floor and transfer doors at the heightof the floor of the rail cars so the bus does not need to be lifted—onlyits wheels lifted from the runway.

It is therefore an object to provide lifts on the bus for all of itswheels to lift and lower them while traveling on the train to transferto and from the runway or street.

It is an object to reduce the time to transfer the bus between road andtrain by substantially eliminating the lifting of the bus on the train.

It is an object to utilize the street as the transfer runway.

It is an object to provide railway cars which can couple and uncouple abus or roadway vehicle between them and couple together in a train.

It is an object to provide the bus driver with information of trainspeed to start the bus wheels turning at train speed before setting themdown on the runway.

It is an object to provide the bus with an alignment probe arm and apressure gauge to indicate and/or control when safe to steer the businto its berth.

It is an object to transfer the bus to and from the train with the buspressing this arm forward against the moving train with force indicatedby a pressure gauge.

It is an optional object to provide the bus with end doors for passageto and from a train in which the bus is riding.

It is an alternative object to provide a motorless and driverlesstransfer vehicle as a go-between a train and a parallel running stationstopping vehicle.

It is an object to provide berths for containers on trains two abreastin tandem. The berths on one side form an aisle and those on the otherside serve for transfer. They reverse function at ends of the runs whenthe train is reversed for double track operation without needing to turnthe cars around.

It is an object to provide safety features such as parallel alignmentcontrol of the bus when sliding or rolling in and out of its berth inthe train.

It is an object to also utilize the bus's berth on the train for acontainer.

BRIEF DESCRIPTION OF THE DRAWINGS

These other and further objects and features should become evident tothose skilled in the art by study of this specification with referenceto the drawings wherein:

FIG. 1 is a plan view of a transfer run with train traveling left toright on a railway track flush in a driveway with transfer vehicles(buses) on the driveway entering and leaving the train.

FIG. 2 is a plan view of a railway car with a transfer bus entering itsberth (docking) therein, to a larger scale.

FIG. 3 is side elevation of FIG. 2.

FIG. 4 is a side elevation like FIG. 3 after the transfer bus is liftedand secured in the dock car.

FIG. 5 is a side elevation of the empty dock car.

FIGS. 6 and 7 are respectively plan and side views of the sill frame ofthe dock car.

FIG. 8 is a sectional view on line 8-8 of FIG. 4 to a larger scale.

FIG. 9 is a perspective view of the car sill with berth doors added.

FIG. 10 is detail view of a corner of the upper bypass sill to show aring for supporting the berth door.

FIG. 11 is an edge elevation of the door and its operating mechanism.

FIG. 12 is an inside view of the door of FIG. 11 on the car sill.

FIGS. 13 and 14 are respectively inside side and bottom views of a doorlatch at the bottom right of FIG. 12 to a larger scale.

FIG. 15 is a plan view of the roadway vehicle chassis.

FIG. 16 is a section on line 16-16 of FIG. 15.

FIGS. 17 and 18 are respectively plan and end view of the steeringcontrols on the roadway vehicle.

FIGS. 19 and 20 are respectively enlarged sectional views on lines 19-19of FIGS. 17 and 20-20 of FIG. 19 of a detail of the steering.

FIG. 21 is a side sectional view of the roadway vehicle chassis at theleft end of FIG. 16 when lifted on the vehicle.

FIG. 22 is a plan view of a vehicle lift frame for the road vehicle.

FIG. 23 is an end view of FIG. 21 in direction of arrow 23.

FIG. 24 is a plan view of the bus aligned with the depot car.

FIGS. 25 and 26 are respectively side and right end views of the bus.

FIG. 27 is a sectional elevation of steps and cover at one end on thebus.

FIG. 28 is a front cutaway view of an alignment arm for the roadwayvehicle with schematic of controls.

FIG. 29 is a section on line 29-29 of FIG. 28.

FIG. 30 is a plan view of right end of FIG. 28.

FIG. 31 is a station plan adapting this transfer system to mass transit.

FIG. 32 is a plan view of a transit depot car and station stopping caraligned for transfer of a transfer container.

FIG. 33 is a left end elevation of FIG. 32.

FIG. 34 is a partial side view of the station car with a transfer car.

FIG. 35 is a section on line 35-35 of FIG. 34.

FIG. 36 is a perspective of the end of the depot car of FIGS. 31-34 witha transfer vehicle aligned for transfer alongside an empty berth abreastto a berth with a transfer vehicle being used as the aisle past theempty berth.

FIG. 37 is a plan view of a transfer vehicle aligning to enter atransfer berth on this car.

FIG. 38 is a street plan of this transfer system applied to a streetrailway where buses transfer passengers between trains and curbside.

FIGS. 39-42 are respectively plan, side, and two end views of a lowfloor tram depot car in a tram train of FIG. 38 with a transfer busaligned for transfer.

FIGS. 41 and 42 are before and after the bus enters the train.

FIGS. 43 and 44 are end plan views of latches of the depot car forsecuring the transfer vehicle shown in respectively closed and openpositions.

FIGS. 45 and 46 are respectively side elevations of a wheel lift for thetransfer vehicle before and after lifting on the depot car.

FIG. 47 is a plan view of a runway with train uncoupled between twostation cars now separated for a bus between them to leave and anotherbus to entrain.

FIG. 48 is a plan view of the bus entering between cars to be coupledinto the train.

FIG. 49 is a side view of FIG. 48 after the bus is in the train with itswheels lifted.

FIGS. 50 and 51 are perspective end views of a rail car and a bus forcoupling.

FIG. 52 is a plan view of end couplers aligned to meet and couple.

FIG. 53 is a perspective of a latch coupler and its lift mechanism.

FIG. 54 is a side cutaway of a swivel car end supported on the end ofthe railway car supported on a railway truck.

FIG. 55 is a plan schematic of a bus or container entering a berth on atrain car with rack and pinion parallel alignment control added toprevent hang-ups caused by twisting forces to prevent it wedging crookedwhile moving in and out of the berth.

FIG. 56 is a sectional elevation taken on line 56-56 of FIG. 55.

FIG. 57 is a sectional plan of the outer end of an alignment arm withsteering latch and catch engaging a railway depot car as shown inphantom.

FIG. 58 is a plan view of the highway vehicle between swivel end cars ina train.

FIG. 59 is a side view of the highway vehicle, shown as a bus, attachedto and supported front end on the rear of the train with the frontwheels of the bus lifted off of the pavement.

FIG. 60 is a side view of the rear of the bus with a hi-rail swiveltruck lowered for guiding the bus end on the railway track.

FIG. 61 is a plan view of the swivel railway car end with front of thebus mounted thereon.

FIGS. 62 and 63 are respectively plan and sectional side views of thehi-rail swivel truck mounted on the rear of the road vehicle to largerscale.

FIG. 64 is an end view of the hi-rail swivel truck.

FIG. 65 is a perspective view of the swivel coupling and car endframing.

FIG. 66 is a lengthwise sectional view of the electrical and air linecoupling between the bus and railway car.

FIG. 67 is a station plan.

FIGS. 68 and 69 are respectively side and end elevations of the frontface of the motor vehicle.

FIGS. 70 and 71 are respectively end and side elevation views of therear frame of the railway car.

FIGS. 72 and 73 are respectively plan and side views of a vehiclecoupler (open) in retracted position about to engage in a railway carcoupling latch shown larger scale.

FIG. 74 is a side view of the coupled coupling and latch.

FIGS. 75 and 76 are cross sectional elevation views of the couplingrespectively open and coupled corresponding to FIGS. 73 and 74.

FIG. 77 is a schematic of air connections to the kneeling and wheel liftcylinder of FIGS. 45 and 46.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring to the drawings and in particular to FIGS. 1-3, train 12 isshown at two locations a short time interval apart traveling to theright on track 14 imbedded flush in driveway 16 for a transfer run.Train 12 has a depot car 18 with a dock or berth 19 for a transfervehicle, bus 20. One bus 20 is shown leaving car 18 at the left, FIG. 1,and another accelerated to alignment to drive into the berth at theright. Berth 19 is open along the side and bottom of the car and extendsabout ¾ into the car for the bus to be driven in and out on driveway 16as the train moves at a convenient speed for the bus driver. Thedriveway is paved flush with the top of the rails of track 14 for adistance along a straight stretch of track and has at least one trafficlane along the open berth side but preferably two lanes for the bus thatleaves the berth to pass a bus operated to enter the berth as indicatedby arrows, FIG. 1.

The train can travel in either direction on track 14 without turning car18 or bus 20 around. The bus has one side to enter the berth anddriver's controls and steering at each end so the bus can work withtrains in either direction.

The bus leaving the train can stop first at platform 22 before making arun distributing and picking up passengers for another train. The buswith passengers for the train would stop at the platform 22 to pick uppassengers waiting for the train.

After the bus is driven under berth 19 its wheels 24 are lifted abovetrack and driveway 16 and lifted as needed for passengers to enter andleave the bus in the train, FIG. 4. The bus has doors 26 on tapered ends27 on the side of the bus which enters car 18. Car 18 has an aisle 26separated along berth 19 by partition 30 and widened at the ends withdoors 32 aligning doors 26 to provide wide entrance and exit to the carfrom the bus especially for wheelchairs.

Referring to FIGS. 6-9, car 18 has a sill 34 displaced from thecenterline of the car to the aisle side of the berth to clear the bertharea for the bus to be driven in and out on the driveway. Sill 34 has atop branch 35 run across above berth 19 along the inner face of thatside and a header 36 at each end of the opening connecting the centersill 34 with top branch 35 and the displaced main bottom sill 34′ alllying in substantially one plane standing at a slant to the vertical asseen in cross-sectional view FIG. 8 and perspective FIG. 9. Thissubstantially can eliminate twisting torque resulting from the bufferforce which could be 800,000 pounds to be carried along the center sillpast the displacement branches.

Referring to FIGS. 8-14, if desired to enclose berth 19 along the opencar side, door panels 38 and 39 are hinged together and suspended toswing on hinge rings 40 that rotate between collars 41 on a circulartube sill bypass 35. The bottom of the lower panel 38 is connected byropes 42 wound on drum 43 driven by gearmotor 44 to lift the bottom ofthe lower panel up inward, folding on the upper panel, and lifting thepanels above berth 19. Rings 40 are connected by ropes 45 to aircylinders 46 to be rotated outward at the bottom to bring the doorpanels out when lowered to align with the side of the car. Gearmotor 44is controlled by limit switches to operate only when the berth is empty.

The bottom panel has a lift latch 47 at each end to which ropes 42 areattached to lift to release the door panels first so the ropes can liftthe panels. Door 38-39 is stored over berth 19 and would only be neededif berth 19 is empty in extreme weather, long distance, or stored emptyoutside.

Referring to FIGS. 15-20, transfer vehicle 20 has a rectangular frame 48supported on four wheels 24 connected to steer in parallel together forall wheel steering for the vehicle to enter and leave its berth 19parallel to car 18 and be steerable from either end as front for normalAckerman highway driving. Each wheel 24 is on an axle steering plate 50pivotally mounted at 51 to the vehicle suspension and driven by anelectric motor 52 secured to the steering plate. Plates 50 at each(front) end (both ends are front) are connected by two telescoping tierod assemblies 53 for Ackerman steering and 54 for all wheel parallelsteering. Both can be the same except for length. The rod at each end ofeach assembly 53 and 54 has its rod bent 90° and round to turn inrespectively closer or farther apart holes in opposite steering plates50 on each end of the vehicle. Each tie rod assembly comprises two rods,one with a sleeve 56 secured in line on one end and the other slip fitin that sleeve to telescope therein, FIGS. 17 and 18, limited by a pin58 through the sleeve and rod therein to make when pinned a tie rodassembly 53 of length for Ackerman steering or assembly 54 of length forall wheel parallel steering.

A reversing solenoid 60 is secured on each sleeve 53 and 54 to lift itspin 58 to allow telescoping of the assembly's rods. Pins 56 are locatedto drop connect the assembly only when wheels 24 are aligned straight onvehicle 20. Each pin 58 is a permanent magnet. Each solenoid 60 isconnected in a circuit through reverse switch 62 across battery 64 tolift or force down the pin 58 according to the direction of the electriccurrent. The solenoid has a hollow core with soft magnetic top and shellto hold pin 58 in the selected position until reversed by current in theopposite direction. The solenoids at each end of vehicle 20 areoppositely polarized to operate oppositely together so only one pin 58is engaged at each end of the vehicle.

Referring to FIGS. 15 and 16, similar as in my prior patent application,axle plates 50 at opposite ends of the vehicle are connected at pivots71 by overlapping links, bars 72, each having a hinge joint 73 tocompensate for swing of plates 50 and slip on each other and in sleeve74 fixed to the vehicle frame. A segmented plunger 75 connects through ahole in sleeve 74 and in bars 72 from each end when wheels 24 arealigned parallel to the vehicle. The plunger has a ball 76 on each sideof a keeper slip pin 77 to line up slip fit in the holes. Pin 77 is aslong as two bars 72 are thick to fill the hole when aligned (wheelsparallel to the vehicle) to tie the two bars 72 (one from each end ofthe vehicle) together to slide as one in the sleeve to connect the rearand front wheels to turn together for all wheel parallel steering.Plunger 75 can be shifted when the keeper pin 77 aligns holes in sleeve74 and bars 72 from opposite ends. Then keeper pin 77 can be shifted toconnect the sleeve 74 to the bar 72 connected to either end to lockthose wheels parallel to the vehicle and insert a ball 76 in the otherbar 72 to free that bar to slide in the sleeve 74 for front wheelsteering. The ends of plunger 76 are connected by yoke 78 outside ofsleeve 74 to be shifted by linkage or controls by the driver to selectfront steering at either end or all-wheel steering as described in myU.S. Pat. No. 7,779,761 issued Aug. 24, 2010.

Referring to FIGS. 15, 16 and 21-23, a lift bracket 80 pivotallyconnected at 81 to frame 48 on each side and at each end of vehicle 20is lifted and lowered by toggle links 82 connecting the end-facing endsof brackets 80 to frame 48. Each bracket 80 has an end cross member tie86 that is lifted against end cross member 87 on frame 48 with rubbercushion pads 88 between. Toggle links 82 are pivotally connected betweenframe 48 and lift bracket 80 on each end of bus 20. The links 82 arepinned together on the rod end of a hydraulic cylinder 90 whose head endis pivotally secured to frame 48, one cylinder at each end and side ofvehicle 20. When cylinders 90 are extended, links 82 straighten pasttoggle to lift and hold vehicle 20 lifted. Depot car 18 has a bussupport bracket 92 at each end of berth 19 engaged by cross member 86 onframe 48 when brackets 80 are lowered by cylinders 90 to lift vehicle 20off runway 16 and up to align doors 26 with 32 for transfer ofpassengers between the bus and train.

Referring to FIGS. 2 and 24-30, an alignment arm 104 on each end of bus20 is extendable onto berth 19 to establish alignment for transfer. Eacharm 104 is a square tubing slip fit in a square tube 105 secured acrosseach end of the bus. An air cylinder 106 in tube 105 is secured head endto a demountable cap 108 on tube 105 and its rod end connected to tube104 by pin 109 to extend and retract arm 104 from the open end of tube105. Arm 104 has a finger 110 mounted on vertical pin 112 to be extendedinto berth 19 from the forward end of the bus according to the directionof travel. Spring 114 relieves finger 110 to swing out endward if therear wall of berth 19 hits the finger. Spring 114 around pin 112 returnsfinger 110 to alignment with tube 104. Ledge 116 on tube 104 engagesfinger 110 when in line to prevent finger 110 bending back in fromstraight into berth 19 so the bus can apply moderate force against theforward end of berth 19 and be in alignment for transfer. Finger 110 iscovered with rubber sheet 119.

A pressure gauge 118 in view of the bus driver is connected to apressure transducer 120 located on tube 105 to tell the pressure thattube 104 is applying to tube 105 so the driver need not push forward onthe train more than a few pounds to maintain alignment.

Finger 110 is flush with tube 105 across each end of the bus for arm 104to roll against rollers 122 along each end of berth 19 to guide the busin and out under berth 19.

When arm 104 engages the far side in berth 19 the arm is pushed intotube 105 as the bus fully enters under the car and turns wheels 24parallel to the bus if the bus driver fails to, preventing the bus fromforcing itself against the far side of the car. For this safety featurethe head end of a steering control cylinder 124, FIG. 28, is pivotallyconnected to frame 48 at each and of the bus. Yoke 126, secured on therod end of cylinder 124, holds roller 128 to roll on top of the tie rod54 at that end of the bus to push its sleeve 56 to turn wheels 24 onlyback to parallel with the bus as next explained.

Referring to FIGS. 28-30, arm 104 is extended and retracted by cylinder106. AIR is connected through 3-position spring centered hand valve 130shown in spring centered position. Valve 130 is turned to the rightclockwise by the driver to extend arm 104. Valve 130 exhausts cylinder106 in center position. Valve 130 retracts cylinder 106 when turned tothe left. AIR is connected at 6 o'clock position to hand valve 130 withoutlets at 5 and 7 o'clock positions respectively to the right and leftends of spring centered 3-position spool valve 134 to shift its spool tothe left to connect AIR to the head end of cylinder 106 and rod end toexhaust E1. When valve 130 is returned to center, the head end ofcylinder 106 is connected through valve 134 to line 136 to accumulatorACC and head end of steering cylinder 124 with check valve 138 in line136 blocking back flow. The rod end of cylinder 106 remains connected byspool valve 134 to exhaust E1 leaving arm 104 extended but free to bepushed in. Steering cylinder 124 opens exhaust port E when fullyextended. Cylinder 124 exhausts air to ACC when pushed during steering.The driver's steering wheel at each end of the bus is connected to gearrack 146 on either tie rod 53 or 54, or on a sleeve 56 as shown, or to asteering plate 50 by the usual linkage. To extend arm 104, valve 130 isheld to the right until arm 104 is fully extended. Valve 130 is returnedto center position (handle up) by spring, blocking AIR to cylinder 106and exhausting both ends of cylinder 106 through valve 134 now blockedby valve 130 from AIR and returned to normal center position by itssprings. Valve 134 then connects the head ends of cylinders 106 and 124through line 136 leaving arm 104 extended but free to be pushed in. Arm104 is retracted by the driver turning handle of valve 130 to the leftconnecting AIR to 5 o'clock port to the right end of valve 134 shiftingit to the left which connects AIR to the rod end of cylinder 106 whosehead end is now connected through valve 134 to exhaust port E. Bleedvalve 154 at head end of cylinder 124 lets the driver steer to the leftas easy as to the right after the time the bus spends on the train.

When arm 104 is pushed in as it hits the far side of berth 19 air incylinder 106 is forced into cylinder 124 turning wheels 24 straight tothe bus if not already straightened by the driver. Cylinder 124 thenopens its vent port to exhaust to let cylinder 106 fully return arm 104.The driver can turn valve 130 to the left from center to connect AIR tothe rod end of cylinder 106 to fully retract arm 104 forcing air intocylinder 124 to check that wheels 24 are not turned in toward the train.

The bus 20 has operator controls and seat at each end and the usual busdoors that open, in on the near side, FIGS. 24 and 25. The bus has steps160, FIG. 27, with drop plate cover 162 at the left end far side in FIG.24 for raising for bus operation from that end. The bus has seats overwheel well covers and raised foot platforms in front of these seats.

Variations

Similar parts are given the sane reference number with suffix addedwhere modified.

Referring to FIGS. 31-37 for application to mass transit where trains12A run in opposite directions on double tracks 14 spaced apart forstations 22 and transfer cars 200 between. Station platforms 22 areflanked on each side by a single rail 201 embedded in the transferrunway 16A for grooved wheels 202 on station cars 200 to run on whilesupported by overhead track 203. Station cars 200 each have two berths19A in tandem each for carrying a container or carry-over bus 20A. Eachtrain 12A has at least one depot car 18A with four berths, two abreastin tandem, each for a bus 20A. Car 18A has center sill 34A andpartitions 30A separating berths 19A. The overhead track 203 carrieselectrical conductors for the station cars 200.

Only berths 19A on one side of car 18A are used for transfer on a givenrun. The berths on the opposite side each have a container-bus 20A withend doors open to form a wide open aisle through car 18A reversed to theother side for the return run. If train 12A is not turned around at theend of a run the last station cars serving to the end of a run do nottake a container-bus from that train, leaving the train's berths 19Afull and the station cars empty. For the return run, station cars 200take a container-bus out from the opposite side of car 186 at the startof the return trip. The aisle of berths 19A is now on the opposite sideof the train without turning cars 18A around.

Container buses 20A have four wheels 24 mounted on typical steeringplates 50 as in FIGS. 15-18 and knuckles with mechanism to kneel at eachend except the steering plates are only connected by links 54 and 72 toturn all wheels in parallel, see FIG. 37, with no Ackerman steering,simplifying steering. The tie rods 54 are slip connected to the end arms104 pivotally mounted between plates 50 across each end of the bus. Nomotors are needed since the bus is moved only by cars 18A and 200therebetween. An arm 104 is in each tube 105 facing out at each end ofthe transfer side as in FIG. 37. A steering cylinder 124 as in FIG. 28is pivotally connected to tie rod 54, now tube 104, and the frame 48 ateach end of the bus 20A. AIR is connected through valves 130 and 134selectively to the head or rod end of a cylinder 104 to extend orretract each arm 104. AIR is connected in series through valve 134,cylinder 104, valve 134, line 136, check valve 138 to the head end ofcylinder 124 to return steering to parallel to the train 12A.

Arm 104 hits the car sill when the bus continues to enter further intocar 18 and telescopes the arm in as the bus moves further in until arm104 engages rod 54 to straighten steering to be parallel to the train asthe bus fully enters the berth, FIG. 57.

When an extended arm 104 is pushed in by engaging wall 30A on car 18A ortab 207 on car 200, wheels 24 are turned parallel to the bus. Tab 207 isextended along the far side of station car 200 to push in the extendedarm 104 on the bus 20A as it reaches alignment under the station car tosteer bus 20A parallel to car 200. When bus 20A is in berth 19A or 19Band controlled to “kneel” it sets down on vehicle 18A or 200respectively and lifts its wheels 24 off runway 16A. Doors 26 are atheight to align doors 32 without lifting the bus. The station car 200stops at platforms 22 to let people off and on the bus at side door 26before aligning the next train 12A. Station car 200 has two berths 19Bthat align two berths 19A in car 18A to simultaneously transfer one businto and one out from car 18A.

Referring to FIGS. 38-44 where the transfer system is applied to astreet railway where street 16S has a double track 14 down the middlefor two-way operation of low floor articulated tram cars 18B which mightbe turned on a loop 14L or reversed at either end of the run. Cars 18Beach have a center unit having ends supported on swivel trucks TSconnected by a strong roof 260 over a berth 19B for bus 20B to drive inand out with four wheel parallel steering described. The bus floor is atthe same height as the tram floor so the bus need not be lifted on thetram. The bus wheels can kneel its body, a common feature of buses, hereused to lift its wheels 24 to ride smoothly on the tram, which can thenextend onto open track with the bus. Bus 20B has end doors 26E whichalign end doors 32E to berth 19B on the tram. Other street traffic canclear the way for the bus to transfer to and from the tram on soundsignal from the tram or bus. The bus has end tubes 105 to kneel on endbrackets 92 on the tram to lift its wheels 24 above the pavement. Thetram can keep running while buses 20S make local stops and drive into aberth 19B and open doors between the bus and tram for passengers toleave the bus and others to enter for the next local run of the bus. Thebuses could stay on the tram for as little as two minutes forapproximately one mile using both ends of the bus for unloading andreloading the bus for its next local run. The tram driver should notpass a vehicle in the bus lane during a transfer run.

Arm 104 in tube 105 extends from opposite sides of the bus at oppositeends. Arm 104 engages vertical rollers 122 along both ends of berth 19Band hits a latch stop tab 206 at the far side of the berth that pushesthe arm back into tube 105 and won't let it extend beyond the far sideof the tram whichever way the bus or tram is turned. Latch 206 tapers infrom the entering side to let arm 106 enter berth 19B but not let bus20B exit until cylinder 274, pivotally mounted between frame 48B andlatch 206, is connected at its head end to pressure to retract latch 206to let bus 20B pass, FIGS. 43 and 44. The latches on car 18B that facethe street traffic lanes are thus released to let the bus leave thetrain.

Referring to FIGS. 45 and 46, wheels 24 on axle plates 50 are eachspring mounted on the rod end of lift cylinder 90 whose head end ispivoted to frame 48B at 81. A link 82 connects frame 48B to the axle onplate 50. Cylinders 90, which serve as shock absorbers, lift wheels 24off the runway and set bus 20B across end ledges 92 in berth 19B whentheir head ends are pressured as in FIG. 46.

Referring to FIGS. 47-54, train 12C has two cars 18C with swivel ends300 which can couple together or couple to a vehicle such as bus 20Cbetween them. Bus 20C has a strong frame 48C with end latch and pocketcouplers 302 to tight lock to the same on swivel ends 300 between cars18C. Swivel ends 300 each include an end passage enclosure 306 with apocket and latch 302 to couple the same on bus 20C mounted to connectand engage pins 308 in holes to tight lock to ends 300 of car 18Csupported to swivel on railway trucks 310 of two cars 18C. Swivel ends300 are spring centered to align on cars 18C and mounted on a turn table312 on sill 34 above each truck 310 that supports a swivel end. The buswhen supported between cars 18C swivel on trucks 310 on curves. Ends 300then swivel on the supporting cars 18C and are tight locked to the bus.

Bus 20C has four wheels kneeling ability, end doors and coupling at eachend to connect between swivel ends 300 of cars 18C and pin to swivelends 300. Bus 20C can have ordinary steering and drive to merge betweencars 18C running separately along runway 16. The trailing car 18C hasoperator controls in the swivel end to control coupling and uncoupling,braking, and acceleration. The bus 20C preferably has driver controls ateach end including end door and coupling controls. Coupling latches 302are lifted to open by air cylinder 304, FIG. 53, as in my U.S. Pat. No.3,037,462, FIG. 20.

To take bus 20C into train 12, trailing car 18C is uncoupled from theforward car 18C along the approach to run 16, brakes to slow to gainspace between cars 18C for bus 20C to merge between them whenaccelerated on run 16 to train speed and steered between and alignedwith car 18C ahead. The bus driver accelerates the bus to couple to theforward car 18C. Next the rear car 18C is accelerated to couple to thebus 20C. The bus's wheels 24 are all retracted as in kneeling, and thebus is set on locator pins 308 between cars 18C, and couplers 302 lockbus 20C between cars 18C. Electric and air lines are connected withcouplers as in FIGS. 16-20 of my U.S. Pat. No. 3,037,462.

To put bus 13C out from the train, doors between the bus and train arelocked closed, bus wheels 24 are put in neutral or accelerated to thetrain's speed by the bus driver viewing a speedometer through windows inthe car ahead, wheels 24 are let down slightly lifting the bus andfreeing it to be uncoupled. Brakes on the following cars are appliedopening space for the bus to slow and separate from other cars untilthere is enough space ahead of the bus to turn out. When the bus hascleared from track 14, the following car 18C is accelerated to couplecar 18C ahead to put the train back together, or to delay closing thegap to take on another bus 20C.

As a variation of this operation coupled cars 18C can be uncoupled andseparate on runway 16 and bus 20C driven and aligned between them andcoupled to the forward car 18C. The following car 18C is moved forwardand couples the bus. The bus wheels 24 are retracted setting the bus onpins 308 on cars 18C and lifting wheels 24 off runway 16. Otherconnections are completed and train 12C with bus 20C is ready to go ifnot already moving.

Bus To Train Connection And System

Referring to FIGS. 58, 59, 61 and 65 railway car 18C′ has a smallerswivel end 300′ mounted to it endward of its rear truck pivot 430 withfloor 432 over or under lapping the floor of car 18C′. The car and buscoupling faces are as shown in FIGS. 50 and 51 to couple cars 18Ctogether or to a bus 20C′. The mating end faces of the bus and railwaycar are tight locked together but cushion mounted to the bus and carframe to take up changes in the grade angles of the track.

If the bus is coupled only to the end of a tram which runs only on pavedstreets only the front wheels of the bus need to be lifted. The bus haskneeling ability that is used to lift its front wheels. The bus hashi-rail rear wheels 436 for guiding it on track in or out of pavement,but these wheels are not needed if the bus runs only on pavement. If thebus is to be guided by track 14 its rear hi-rail wheels are mounted tobe lowered along a straight track straddling curb 438, FIGS. 64 and 67,for guiding the rear bus road wheels so its hi-rail wheels 436 align toengage track 14 where lowered thereto.

Referring to FIGS. 62, 63, and 64, the retractable swivel hi-rail truck440 has a central bolster yoke 442 pivotally mounted on a stud or bolt444 depending from the underside of the bus frame above to support thehi-rail wheels 436. Four arms 446 are pivotally connected to bolster 442two per transverse shaft 447 to each support a wheel 436 to rotate withan axle or on a stub shaft. Each arm 446 is connected by a spring 450 tothe frame of the bus to serve as a shock absorber and spring loadcushioning to keep wheels 436 engaged with the track when lowered. Aircylinders 454 secured to bolster extend their rod end roller to liftwheels from track 14 by wedging along the bottom of each arms 446. Cableand spring 456 are connected between the front facing end of the truck440 and the bus frame to bias the truck to align with the bus.

Electrical and air line couplers 464 and 465′, shown in FIG. 66 about tomeet, are like couplers 254 and 255 of FIG. 19 of my U.S. Pat. No.3,037,462, issued Jun. 5, 1962. These couplers are duplicated in reverseon opposite sides of both the bus and rail car end coupling faces tocouple wherever they meet, car to car, bus to car, or bus to bus. Themale coupler cylinders 254 bridge the electric and air lines betweenvehicles.

Refer to FIG. 67 for a station plan for buses 20C to serve trains 18Cmoving in either direction. Track 14 has a runthrough siding 14S pavedflush in station pavement 16 with spring switches S set to bypass thesiding from either direction to keep trains from both directions out ofthe siding but let buses 20C run out from the siding to couple a train18C on track 14 beyond the siding along pavement 16 along which the buscan couple or uncouple from a train 18C.

Bus 20C is uncoupled from a train 18C on this runway 16 before reachingthe siding by lowering its front wheels to support the front of the buson pavement 16. The bus driver or next in sequence limit switch connectsair to cylinders 454 to lift the rear hi-rail wheels 436 so the bus canbe driven along pavement 16 over onto the siding and onto roads to makestops to deliver and pickup passengers for the next train that the busis to couple to by driving to the station siding and putting down itsrear hi-rail wheels 436 on track 14S facing in the direction to followthe train as it goes by.

When this train passes the siding this bus is driven out over the sidingwith front wheels on pavement 16 and rear hi-rail wheels 436 guided ontrack 14S through switch to track 14 to follow and couple onto the endcar of the train. Then the operator lifts the front wheels of the bus tonow rest the front of the bus on pins 308 and lower latches 302 betweenthe bus and car to couple them. The rear of the bus rides on wheels 436on track 14.

This train does not need to make any intermediate station stops to pickup or let off passengers, mail, or express.

Referring to FIGS. 68-76 for an improved variation, bus 20′ has a frontface plate 450, FIGS. 68 and 69 secured to the frame of the bus with apreferred coupler 454 at bottom center and electrical and air brakecoupler as needed, end doors, and accessories as needed. Rail car 18C′has a rear swivel frame 300′ with face plate 460 mounted on pins 462through supporting links 462 secured to the frame of the car 18′ andextending plate 460 by springs 463 and a coupling latch receptacle 464to align coupler 454.

The preferred coupler 454, FIGS. 68-76, combine the support of pins 308with the catch 302.

Referring to FIGS. 72-76 coupler 454 is a round shaft with a conicalcoupling end 462 extending through a hole in the front plate of the bus.Coupler 454 has a slot 466 in depth to about half its diameter closebehind its conical end. The thickness of face plates 450 and 460 behindslot 466 is the front face of an integral collar 468 to limit how farout the coupler can extend. Coupler 454 is supported to slide and rotatein a sleeve 470 secured lengthways to the frame of vehicle 18′. Anoperating handle or rod 472 is secured to extend radially from coupler454 to shift it out and in and rotate it on its axis. Sleeve 470 has acam slot 476 through which rod 472 extends to guide and limit movementsof the coupler. A keeper latch plate 478 is pivoted to pin 480 betweenface plate 460 and plate 482 secured to the swivel frame of car 18′ sokeeper 470 will drop in slot 466 to couple. When coupler 454 is beinginserted the conical end lifts keeper 478 to let the coupler enter untilslot 466 aligns with the keeper when collar 468 hits the back of wall450, FIG. 74. Then rod 472 is lifted (pulled up) to position slot 466,FIG. 76, for keeper 470 to drop into couple car 18′, FIGS. 74 and 76. Touncouple, rod 472 is pushed down to rotate coupler 454 to lift keeper478 out of slot 466, FIG. 75, so the coupler can be retracted by rod472.

Referring to FIG. 77 the typical bus kneeling cylinder is modified to bedouble acting as in FIGS. 45, 46 and 77, to lift the front wheels offthe road vehicle 20C when coupled to the railway car ahead. A two-wayvalve 490, controlled by the operator, connects AIR to the head end ofcylinder 90 to support the bus on its wheels or turned to connect AIR tothe rod end of cylinder 90 to lift the front wheels 24 when the front ofthe bus is supported on railway car 18.

General Features

Referring to FIGS. 55 and 56, as a general safety feature to preventhang-ups caused by any turning force on the bus or container entering orleaving a berth, each ledge 92 includes a parallel gear rack 400 and thebus or container has sprockets or pinion gears 402 connected on shaft404 along the berth entry side of the bus or container to engage inracks 400 when the bus or container starts to enter the berth to keep itparallel with the berth all the way in and out of the berth. The ledges92 have through holes spaced to form the rack 400 for the pinions 402 toengage in to clear any dirt.

FIG. 55 shows the railway car 18 carrying a container 20C in berth 19.Ledges 92 can be roller ways with rollers 406 to support and rollcontainers in and out of berth 19.

Arm 104 can have a rubber covered roller 410 mounted on a vertical pinon the end of arm 104 to roll against the forward end of the berth 19.

Referring to FIG. 57, whenever arm 104 is pressured to extend it extendsa latch pin from its air cylinder. Pin 414 engages rod 54 to turnsteering straight when the arm 104 is pushed nearly in fully. Pin 414 isextended through a hole in arm 104 and cylinder 106 to engage a catch416 on rod 54 when steering is turned toward the berth and the arm isstill under air pressure and pushed in by engaging the back of the berthas it enters to where wheels 24 should be turned straight with car 18.

Pin 414 is secured on a backing piston 418 slip fit in a cross cylinder420 and retracted into arm 104 by spring 422. When cylinder 106 ispressured piston 418 is pushed against spring 422 carrying pin 414 outto engage the connecting rod 54 when arm 104 is pushed back by engagingthe inner wall of berth 19, sill 34 or tab 206B to turn wheels 24parallel to car 18.

The bus should be driven to press arm 104 against the front wall ofberth 19 all the way while entering and leaving the berth to furtherprevent misalignment when entering and to have enough forwardacceleration to clear the train when leaving.

Having thus described my invention with some useful embodiments I intendto cover by claims all embodiments, variations, applications, and partswhich are within the true spirit and scope of this invention.

1. Depot cars that have swivel ends that uncouple to let a bus mergebetween and recombine with the bus into a train.
 2. An enclosed railwaycar that has a swivel end with at least one coupling receptacle, a buswith substantially a front end with at least one coupling for couplingto a said receptacle to support and secure said bus end on said railwaycar to travel coupled together as in a train, and end doors in both saidbus and said railway car for passage therebetween.
 3. A combination asin claim 2, said bus having a second said coupling at the rear, a secondsaid railway car having a said swivel end with at least one receptaclefor coupling and supporting the rear end of said bus, and means forlifting the rear wheels of the bus off of the roadway to travel as asuspended (floating link) car in the train.
 4. A combination as in claim3, said bus having hi-rail wheels for guiding the rear of the bus whilecoupled to the first said railway car.
 5. In a combination as in claim4, a swivel railway truck having said hi-rail wheels, said swivel truckincluding a swivel knuckle for mounting central on a vertical swivelaxis central between the rear wheels of said bus, two frames pivotallymounted transversely to said swivel knuckle oppositely extendinglengthwise of said bus each holding a pair of said hi-rail wheels to runon railway track, lift means for lifting and lowering said frames tolift and lower said hi-rail wheels, and means for biasing said railwaytruck to be parallel to said bus for engaging said track.
 6. A drivewayhaving a flush railway track therealong, a railway on said track, saidcar having a rear swivel end with at least one coupler receptacle forengaging in said receptacle to couple and support the front of said busonto said railway car, said coupler being a rotatable shaft withtransverse slot and conical front extendable out from the front of saidbus to engage in said receptacle, a latch (keeper) in said receptaclemounted to be lifted by said coupler upon entering said receptacle anddropped in said slot to couple, said coupler being rotatable to opensaid latch when entering and which can be rotated to let said latch dropinto said slot to couple and rotated and retracted to uncouple, saidreceptacle supporting the front end of said bus on said railway car. 7.A combination as in claim 6 and hi-rail wheels for supporting the rearend of said bus on the track.
 8. A combination as in claim 7 a swiveltruck on which said hi-rail wheels are mounted to lower to support therear of said bus or said track to carry the rear of the bus around trackcurves.